Transportation Improvement Study for Major Roadways in Downtown Salem
those in other time periods and are mainly due to delays at the Bridge Street intersection (for
the northbound traffic) and at the Norman Street intersection (for the southbound traffic).
In addition to traffic delays at those intersections, the probe vehicle encountered on-street
parking maneuvers or lane blockages by turning vehicles on some of the travel time runs.
Therefore, pedestrian crossings should not be regarded as the only factor that causes traffic
delay. It also should be noted that pedestrians and drivers were observed generally to interact
with each other well, probably because the traffic speed in this section of Washington Street is
low.
Proposed Improvements
The above data analyses show that all the crosswalks are used frequently by pedestrians. The
crosswalk at the city hall was least used but did not cause major delays for traffic. In general,
pedestrians and traffic interact with each other well under normal conditions. During peak
tourist season when pedestrian crossings are heavy, police details usually are present to direct
pedestrian and vehicular traffic. Therefore, this study does not recommend any crosswalk
removal or any major long-term improvements in the study section of Washington Street. By
2010, the northbound traffic conditions will be improved to some extent as a result of
construction of the Bridge Street bypass road. The project includes signalizing the intersection
of Washington Street at Bridge Street to regulate both pedestrian and vehicular traffic. In the
meantime, this study proposes a series of short-term improvements in order to enhance
pedestrian safety and circulation and to provide a better environment for the interaction
between pedestrians and drivers. The proposed improvements are listed below, and the
locations of some (not all) of the improvements are illustrated in Figure 4-16.
•
•
•
•
•
Install crosswalks and appropriate curb cuts at Church Street, at the driveway of the
district court, and at Federal Street on the east side of Washington Street. The location of
curb cuts should be at the corner, if they serve more than one crosswalk, and they should
be wide enough and have a sufficiently gentle slope to accommodate wheelchair users.
Install “Cross Only at Crosswalks” regulatory signs (R9-2, MUTCD) on the sidewalk
curbs at Essex Street near the pedestrian mall and also in front of the district courthouse.
Designate the four parking spaces in the middle of the intersection of Washington Street at
Federal Street for compact vehicles only. The designation will prevent vans, sport utility
vehicles, and other large vehicles from obstructing pedestrians’ and drivers’ view of each
other at the crosswalk just north of the intersection.
Remove one on-street metered parking space on Washington Street (southbound) at
Lynde Street. That parking spot is too close to the intersection. A parked car on the spot
may easily obstruct the view between pedestrians and drivers. A similar treatment should
be applied to the northbound approach on Washington Street at Church Street, where one
on-street metered parking space should be removed and the two 15-minute parking spaces
at the bank should be shifted southward (away from the intersection).
Install low-height vegetation or decorative bollards/bricks at the curb extension on the
northeast corner of the Front Street intersection. This would deter pedestrians from
crossing Washington Street at this location and guide them to the crosswalk on the south
side of Front Street. The height should be low so that drivers’ view will not be obstructed.
CTPS
81
Figure 4-16 Locations of Some Proposed Improvements on Washington Street
Bridge Street
Designate
4 Parking Spaces
for Compact
Vehicles Only
Federal Street
Remove
Parking Spaces
at Crosswalks
Church Street
Lynde Street
Install Crosswalks
on Side Streets
Install
“Cross Only
at Crosswalk”
Signs
Essex Street
Create Buffer
to Deter Jaywalking
Front Street
Norman Str
eet
New D
N
erby S
treet
Transportation Improvement Study for Major Roadways in Downtown Salem
•
•
•
Improve lighting conditions at major pedestrian crossing locations. In addition to
streetlights, low-height lights shining on crossing locations can be installed at the curbs
near the crosswalks of Essex Street, Church Street, and Front Street, where pedestrian
crossings at night are frequent.
Give parking signs a uniform format and remove redundant parking limit signs.
Consider installing a warning sign such as “Slow, Heavy Pedestrian Crossings” or
“Expect Delays, Heavy Pedestrian Crossings” at each end of the study section.
4.4
Pedestrian Access to the Commuter Rail Station
This section presents recommendations for improving pedestrian access to the Salem station.
CTPS consulted existing studies and design plans for the area, conducted field reconnaissance,
performed pedestrian counts, and used best-practices guidelines to generate the recommended
improvements. Figure 4-17 is an aerial view of the station and its vicinity.
Pedestrian Counts
On the morning of Tuesday, May 3, 2005, CTPS observed pedestrian activity around the
station area. The day was sunny, breezy, and cool. Observers counted pedestrians approaching
the station at the Washington Street entrance and at the Bridge Street driveway entrance, and
recorded the use of crosswalks along North Street in the vicinity of Federal Street.
Observations began at 6:15 AM and ended at 8:30 AM, in order to capture activity associated
with the inbound train departures beginning at 6:27 AM and ending with the 8:27 AM train.
Pedestrian activity seems to pick up after 7:15 AM at most of the locations. The heaviest onehour period of pedestrian activity at the two station entrances is 7:15–8:15 AM. The heaviest
15-minute period was observed to be 8:00–8:15 AM. Figure 4-18 summarizes the pedestrian
counts at various locations for the morning peak period and peak hour.
The most heavily used entrance to the station by pedestrians was at the Bridge Street staircase
at Washington Street. In total, 370 pedestrians used this entrance to enter the station: 216 who
crossed Bridge Street at the crosswalk, and 164 who approached from the east along the
Bridge Street sidewalk. Two other major pedestrian groups approached from the west and the
northwest. At the station’s driveway off of Bridge Street at the North Street overpass, 121
pedestrians walked toward the station by crossing under the overpass. From the northwest, 87
pedestrians approached the station by using the North River crossing pathway.
The discussion of pedestrian access to the station is presented in three sections, according to
geographic area:
•
•
•
Access to the southeast station entrance, approaching from points along Bridge Street
(north and east), including the intersection of Bridge Street and Washington Street
Access to the southwest station entrance, approaching from points along North Street
(south) and Bridge Street (west)
Access to the station from points to the northwest
CTPS
83
Figure 4-17 Salem Commuter Rail Station Study Area and Pedestrian Access
North
North
Street
Street
Washington
Street
Federal
Federal Street
Street
St.
St. Peter
Peter
Street
Street
Ash
Ash
Street
Street
Bridge
Bridge Street
Street
Bridge
Bridge Street
Street
Pedestrian
pedestrian
access
access to
to
station
station via
via
Salem Transit
Transit
staircase
staircase Salem
Station
Station
Bridge
Bridge
Street
Street
Wheelchair
ramp access
to station
Station lot
access for
vehicles and
pedestrians
Station
platform
North
North Street
Street
(Route
(Route 114)
114)
Franklin
Street
N
Bypass
Bypass Road
Road
alignment
alignment
Photo: View facing south, taken in 2003.
Figure 4-18 Pedestrian Counts at Various Locations Near the Station
Ped signal
activated
12 times
N
K
46 [33] P
3
30
[19]
J
L
Sidewalk
20 12 [9]
O
[17]
H
4 [2]
5
M
North St.
N
Lynde
St.
G
0
Federal
St.
5
121
1
[79]
F
I
12 [4]
87 [52]
Bridge
St.
D
2
52 [38]
7 [6]
Ramp to
station
C
216 [139]
Washington St.
E
Staircase
to station
1
5
6 [4]
B
164 [82]
A
Commuter Rail
Station
Legend
Legend
##
## Pedestrians observed during morning
10
[##]
[##] Pedestrians observed during peak hour:
7:15–8:15 AM
(Photo view facing west)
A Sidewalk: Bridge Street from (to) north/east
I
B NB (SB) Jaywalkers across Bridge St. at
Washington St.
J Lynde Street Crosswalk
C Main Crosswalk (at ped signal)
K Times Ped. Crosswalk Signal Was Actuated
D Minor Crosswalk (at North St. ramp)
WB (EB) Jaywalkers across Washington St. at
E Bridge St.
L Jaywalkers Between Lynde and Federal Streets
M Federal Street Crosswalk
F Driveway Sidewalk
N Jaywalkers North of Federal Street
G Path Under North St. Overpass
O Westbound Ramps Crosswalk Near North St.
H Use of Staircase to Path Under North St. Bridge
P Westbound Ramps Crosswalk Away from North St.
Riverbank Path Across North River Canal
Transportation Improvement Study for Major Roadways in Downtown Salem
Each of the three discussions provides an inventory of existing conditions, describes planned
construction activities, and presents improvements proposed by this study. The proposed
improvements are mostly low-cost and can be implemented short-term.
4.4.1
Access to the Southeast Station Entrance, Approaching from Points along Bridge Street
(North and East)
It is assumed that pedestrians using this entrance are mainly from the areas east and south of
the station. The locations under review include the intersection of Bridge Street at Washington
Street, Bridge Street west of the intersection, and the area east of the station (see Figure 4-19).
Existing Conditions
•
Bridge Street features sidewalks on both sides of the street, and these are not buffered
from the roadway.
A pedestrian crossing signal is located midblock just east of St. Peter Street.
West of Ash Street, the north-side sidewalk is grade-separated from the road and has a
handrail. It leads to the staircase to the station.
No connection to the station exists from the residential development (Jefferson at Salem)
immediately to the east of the station. A fence and railroad tracks separate the two
properties. The residential property features a paved bikeway/sidewalk along the property
line, parallel to the railroad tracks.
As shown in the pedestrian counts (see Figure 4-18), this entrance is the more heavily used
of the two entrances to the station. During the peak morning period, nearly 400 pedestrians
approached this entrance. Over half of this activity occurred at the intersection of
Washington Street and Bridge Street; most of the pedestrians used the signalized
pedestrian crosswalk, although a few jaywalkers were observed. Very few pedestrians
crossed Bridge Street at the unsignalized crosswalk at the eastbound ramp to North Street
(Route 114) northbound.
•
•
•
•
Planned Construction Activities
Transportation projects proposed in the area include the new station parking garage and the
Bridge Street bypass road. The garage is still at the initial stage of concept design, with three
alternatives that all retain the southwest entrance as the main pedestrian entrance.3 The Bridge
Street bypass road4 is fully designed, with the following improvements planned in the vicinity
of the southeast entrance:
•
Bridge Street will be widened and realigned beginning east of Ash Street in order to align
with the new bypass road.
The intersection of the bypass road and Bridge Street, at the Jefferson at Salem entrance,
will be signalized. Crosswalks will be provided at the four crossings, and the signal timing
•
3 MBTA Salem Commuter Rail Station and Parking Improvements – 15% Concept Design Report, TAMS
Architecture, August 2004.
4 Construction of Bridge Street Bypass in the City of Salem: 100% Design Plan, prepared by Edwards & Kelcey,
Inc., for the Massachusetts Highway Department, October 2003.
86
Boston Region MPO